Carbureter.



H. A. A. J. LELARGE, DECD. a. A. LELARGE. rNfE TAPINA :xecumx.

'CARBURETER. APPLICATION FILED APR. n. 1914 nzwswzn AUG-4.1916.

Patented Dec. 19, 1915.

UNITED STATES PATENT cur os. H

HENRI ALFRED ARMAND JOSEPH LELARGE, or PARIS, FRANCE; BLANcHn Ashton;

sI'NE LELARGE, 'I'AiIN, 0F sevens,

FRANCE, EXECUTRIX OF SAID HENBI ALFRED ARMAND JOSEPH LELARGE, DECEASED.

CARBURETER.

Original application filed July 1, 1913, Serial No. 776,785.

Specification of Letters Patent.

Patented Dec. 1'9 1916,. Divided and this application filed Avril 11.1914,

Serial No. 831,116. Renewed August 4, 1916. Serial No. 113,206.

public of France, residing at Paris, France, have invented certaln newand useful Improvements 1n Carburetors, of wh1ch the following is aspecification.

My invention relates to carbureters for hydrocarbon fuel, particularlyadapted for use in connection with motor vehicles.

The present application, which is a division of my copending applicationfor Letters Patent filed July 1, 1913, Serial Number 7 7 67 85, hasespecial reference to the relative arrangement of the fuel supply tankand spraying nozzle, and to means for controlling the flow of fuel. fromthe tank to the nozzle.

The embodiment of the invention as at present preferred by me isillustrated in the accompanying drawing, wherein the figure is avertical sectional View of an improved carbureter.

Referring by reference characters to the drawing, 1 denotes a sprayingnozzle to which fuel flows through the feed tube 2 from the tank 13,which is float controlled in order that the level of fuel may be main-.tained constant therein at about the line 17. 30.

The nozzle 1 preferably terminates in a flat discharge end 3 throughwhich the constricted discharge orifice 4 is bored. Surrounding thenozzle 1 and projecting beyond the same into communication with theengiiie cylinder (not shown) is a jacket consisti' ng"; of theoppositely flaring members 5 aindffconnected by the intermediate,constricted, cylindrical member 6. The flat discharge end 3 of thenozzle 1 is flush with a line passing through the central vertical axisoi. the part 6 of the carbureter jacket.

' Qgraxial with the part 7 of the jacket, and

supported centrally therein by screws 11, is al lft ionic'al spreader 10the base of which is opposed to the ,discharge end 3 of the nozzlelgsaid base being spaced away frb'rn the end 3 distance approximatelyequivalent to" the diameter of the discharge opening; in the nozzle 1.

" S'idenotes a throttle valve. reciprocable in the jacket portion 7..and adapted to regulate meqmnm of fuel supplied to the engine cylinder,

reter from the normal position, the tank/13:

' Acting against the weight 29 is one-endiof .a

To maintain the carbureting act/ion um; form, despite any inclination ofthe carbus;

is placed above the nozzle 1,;1n .such,:posi-;. tion that the centralvertical faxis-ofzth s tank will pass through the discharge orifice 4.By reason of this arrangement of the constant level tank relatively tothe spraying nozzle, any inclinations of the apparatus, from normalposition, will result in but, slight variations in the effect due to,the distance of the tank from the nozzle, and the'fifi pressure of fuelat the discharge orifice 4,; remains substantially constant. L y Inorder that the pressure of the fuel,L from the tank 13 may not cause,excessive, feeding of fuel when the engine slows down I preferablyinterpose a valve betweenthe tube 2 and the spraying nozzle 1. Any:suitable construction of valve may be adapted, but I have found inpractice that a valyeconstructed as about to be described, .is-thon;oughly efiici'ent. i 2 Arranged between the .admissionend of." thenozzle 1 and the discharge endpf, the feed tube 9 s valvecasingfithavihg thereina seat 25 for the valve disk 26.,.Dependingaxially withh the valve casing24 is a rodf28 on which a weight29 isqslidablyca griei coiled spring 30 the opposite end of'lwfhieh.engages the valve 26 and tendsto hold the; same to its seat undersubstantiallyeona fi mit. pressure. Fuel flows from thecasingjzflthrough the bore or passage. 27,,, into;the tube 1. The tension ofthespring; is always; substantially uniform, and when ,the-meiglrt 29 issubjected to vibrations the. lameness absorbed by the spring,afldlrl'lfitwtrflnsinittedi to the valve 26. As the spring isa highly;elastic, the pressure of theyalve ZQagainst, its seat 25 remainssubstantially constant whatever may be the position-pfthe weight 29 onthe rod 28. 5 Air is drawn into theucarburetemthrough a casing 32,provided withaislotted basefil and having therein; severalseries 0 E-$315, 11; 3&

of any solid particles carried thereby, and to cool an gas which mayback-fire from the motor into the carbureter.

-To allow fuel to enter the valve casing when the engine is sto ped, Iform a small orifice in'the valve disk 26, through which orifice fuel,in reduced quantities, may enter the casing 24.

At the rear edge Ofz the jacket portion 5 is a cup into which excessfuel dripping from the nozzle 1 into thefj'acket portion 5 is directedby a plate 23. The cup communicates with, and feeds such drippings to, a

. tube 19 which extends forwardly from the of the valve casing, such cupand terminates in beneath the throttle valve 8. The outlet en 0 of thetube opens irJ-n a groove 37 formed in said portion 7 Above the groove37 and formed in the inner face of the jacket portlon 7 is a second groovs 22 into which the 10 or end of valve 8 is adapted to enter when thisvalve is closed. The groove 22 receives the drippings rom the jacketmember 7 while the groove 37 receives the drippings from thevjacketportion 5 through the tube 19. Bored vertically through the lower partof jacket member 7 is "a series (preferably three) of alined air ducts'18 which communicate with the grooves 22 and 37 as well7as with theinterior of the jacket member 7 When the valve 8 is open and the enginerunning, no appreciable quantity of-qfuel will be drawn from either themove 22 or the roove 37, and no apprecia le quantity of air will bedrawn through the ducts 18. If, however, the engine is slowed down andthe main fuel supply is throttled by the valve 8, during each suctionstroke fuel will be drawn from the grooves 22 and 37 and air will besucked in through the ducts 18, the air and fuel admixing as they enterthe engine cylinders through the jacket member 7 The fuel thus suppliedwill naturally be materially less than the main fuel supply, but willsuffice while the engine is running slowly.

By reason of the pressure of the weight 29 against the spring 30 thestrain on the latter isalways the same, and if the weight 29 besubjected to vibrations they. are not transmitted to the disk 26 but areabsorbed by the spring 30. Inasmuch as the spring is highly elastic theclosing pressure of the disk 26 remains substantially constantirrespective of the position of the' weight 29.

When the throttle valve 8.is the engine is running, during each suctionstroke of the latter a vacuum will be created above the disk 26 wherebythe pressure of the fuel in pipe 2 will be sufficient to raise the disk26 against thev pressure. of spring 30 and admit a charge of fuel to theinside, fuel being. sucked and the spraying open and through the passage27 the jacket portion 7 tially constant pressure over nozzle into theengine cylinders. When the engine is not running, or the throttle valve8 is closed, the sprin 30 will force the disk 26 to its seat 25, and uta very small quantity of fuel will pass into the valve 24 through theopening 15 which, as above stated, is very small as compared to theorifice in the spraying nozzle 1. The arrangement is such that while theengineis not running fuel would enter the valve 24 through the opening15. The quantity of this fuel would be so small as to merely provide asufficient charge for the first suction stroke when the engine isstarted.

What I claim is 1. A carbureter for explosive engines, embodying thereina constant level fuel tank and a spraying nozzle arranged in superposedrelation with their axes at aright angle to each other, a conduit forconducting fuel from said tank to said nozzle, a valve for controllingthe discharge of fuel from said conduit, anda weighted spring for normally yieldingly seating said valve under a substantiallyconstantpressure overthe discharge end of said conduit.

2. A carbureter bodying therein a constant level fuel tank and aspraying nozzle arranged in superposed relation with their aXes at aright. angle to each other, a conduit for conducting fuel from said tankto said nozzle, a fuel control valve interposed between the dischargeend of said conduit and the intake end of said nozzle, and. a weightedspring for normally yieldingly seating said valve under a substantiallyconstant pressure over the discharge end of said conduit.

3. A carbureter for explosive engines, embodying therein a constantlevel fuel tank and a spraying nozzle, arranged in superposed relationwith their axes at anght angle to each other, a conduit for conductinvalve or controlling the discharge of fuel from said conduit, a springtending to yieldingly force said valve to its seat over the dischargeend of said conduit, and a freely movable weighctending to ma ntain theten.-

sion of said spring substantially constant.

4. A carburetor for explosive en 'nes, embodying therein a constantlevel e1 tank and a spraying nozzle arranged in' superposed relationwith their axes at a right angle to each other, a conduit forcon notingfuel from. said tank to said nozzle, a valve controlling the dischargeof ,fuel from said conduit, means whereby. said valve isno'rmallyyieldingly seatedunder a substanthe discharge end of said con uit, andmeans for permit, ting the discharge of a limited quantity of fuel fromsaid conduit when said valve is "seated.

'5. A carburetor for explosive engine's, em-

for explosive engines, em-

bodying therein a constant level fuel tank and a spraying nozzlearranged in superposed relation with their axes at a right angle to eachother, a conduit for conducting fuel from said tank to said nozzle, avalve for controlling the discharge of fuel from said conduit, therebeing an orifice of small capacity in said valve for permitting thedischarge of a limited quantity of fuel from said conduit when saidvalve is seated, and means whereby said valve is normally yieldinglyseated under a substantially constant pressure over the discharge end ofsaid conduit. a

6. A carburetor for explosive engines, embodying therein a horizontallyextending spraying nozzle, a vertically extendin constant level fueltank above said IIOZZfiI and having its central vertical axes passingthrough the discharge end of said nozzle, a conduit extraneous to saidtank and said nozzle for conducting fuel from the former to the latter,a fuel control valve having a seat over the discharge end of saidconduit, said valve having a passage therethrough of small capacity topermit of the discharge of a limited quantity of fuel from the conduitwhen said valve is seated, and a Weighted spring for normally pressingsaid valve to its seat under a substantially constant pres- 30 sure.

In testimony whereof I have aflixed my signature in presence of twoWitnesses.

\Vitnesses:

LoUIs FAUTRAT, ELY E. PALMER.

